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The 1999 YZ 400F?

Let's look toward next year. We know this is early, if not totally
premature, but what the heck!

Now that Yamaha has the first YZ-400F out of the bag, what could be done
that would make the bike better?

Actually, despite some of our collective complaints, all the Off-Road.com
Dirt Bike staff liked the bike in some fashion. The power, appearance, and
components of the bike are top notch, without a doubt. However, we question,
to some degree, the use of the YZ 250 frame for the YZ 400F. Yes, we've seen
Honda XR 200 engines stuffed into CR 125 frames with success; however, that
hybrid design is generally suited for non-competitive purposes.

Watch Doug Henry, the factory YZ-400F racer on TV some time, and note how
much he works the long way around on the majority of the turns.

While you're at it, you'll also see that Henry largely limits his
cornering styles to two: (1) railing it around a berm under power, or (2)
coming to a near stop, doing a little pivot on the tight inside line, and
getting back on the power when the bike is vertical. Henry has had the bike
spit him off numerous times this year, some of them happening while he was
leading supercross main events.

We're not saying that the YZ-400F is a bad handler, its just that it
requires total concentration and attention when you're riding the bike
hard. One little lapse, and you can find your self down, and not know why.

Oddly enough, during our test day, we also had a chance to ride the
prototype enduro WR version of the 400 (look for a write up next month!),
and numerous riders said that it was actually an easier bike to ride, in
spite of being substantially heavier. Since the WR has lights, the
additional mass of the lighting coil (and the smoother power) makes it more
predictable.

We suspect that the YZ-400F would benefit from a bit more flywheel mass
and a change in the electronic ignition to allow the engine compression to
become a factor in cornering again.

In straight line terrain over rough bumps, the 400 is right on and feels
correct. Long sweeping turns are no problem. However, the YZ-400 really
shines on bumpy downhills!

Here, the weight transfer to the front is taken care of by gravity and
the bike is a pure joy on nasty slopes.

THE BOTTOM LINE!
(Rick Sieman's commentary.) "Handling glitches aside, the YZ-400F is
a brilliant bike, and one that will change the face of dirt biking forever.
The other manufacturers will be forced to follow suit, and we'll all benefit
with better bikes.

For some reason, I'm turned off by all the electronic trickery involved
with the carb and the ignition being inter-connected. Yes, I know it's
bloody efficient and magical, but it also complicates things far beyond the
ability of the average to comprehend, let alone work on.

Would I like to have a YZ-400F? Yes, of course. But if I did buy one
(which I'm thinking about), I would remove the space-age digital-whiz-bang
carb and replaced it with a good old round slide Mikuni. Then I'd remove the
ignition and find something to provide a basic spark, perhaps adapting
something from a TT-500, or install one of those neat Boyer units used to
replace British death-trap electrical systems.

When I got done making these changes, the YZ-400F might not be as fast,
or sophisticated as before, but I'd bet it would sure be more user-friendly
to ride and work on."

All the same, the the 1998 Yamaha YZ 400F is already a great bike. If the
handling can be adjusted so it's as predicatble as a YZ 250, or Honda XR
400, there's no doubt in our mind that not only will the Yamaha YZ 400F be
the Bike of the Year, but the Bike of the Decade.

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